Wheel well heating method

ABSTRACT

An exemplary wheel well heating method includes, among other things, in response to an environmental condition, generating thermal energy to heat a wheel well area of a vehicle. The method further includes powering the generating with power from a power source that is external to the vehicle. Another exemplary wheel well heating method includes generating thermal energy to heat a wheel well area of a vehicle, and adjusting the generating in response to a state of charge of a power supply of the vehicle.

TECHNICAL FIELD

This disclosure relates generally to a heating methods of wheel wellarea of the vehicle, which can be an electrified vehicle. An extrudedheater assembly can, in some examples, provide the heating.

BACKGROUND

In colder climates, meltable contaminants like ice and snow canperiodically build up on a vehicle. Within wheel well areas of thevehicle, a sufficient buildup of the contaminants can lead toundesirable tire wear, body damage, or both. Vehicles with reducedclearances between the tires and the body can be particularly prone tosuch issues.

A user can manually remove a buildup of contaminants by, for example,kicking away the buildup from the wheel well. The manual removal,however, is not always timely. Also, certain vehicles, such asautonomous vehicles, may operate for long periods of time withoutinterfacing with a user that is motivated to manually remove thebuildup.

SUMMARY

A wheel well heating method according to an exemplary aspect of thepresent disclosure includes, among other things, in response to anenvironmental condition, generating thermal energy to heat a wheel wellarea of a vehicle. The method further includes powering the generatingwith power from a power source that is external to the vehicle.

In a further non-limiting embodiment of the foregoing method, thevehicle is an electrified vehicle.

A further non-limiting embodiment of any of the foregoing methodsincludes charging the electrified vehicle with power from the powersource during the powering.

In a further non-limiting embodiment of any of the foregoing methods,the environmental condition comprises a temperature.

A further non-limiting embodiment of any of the foregoing methodsincludes generating in response to the temperature being at or below athreshold temperature.

In a further non-limiting embodiment of any of the foregoing methods,the environmental condition comprises an amount of meltable contaminantswithin the wheel well area.

A further non-limiting embodiment of any of the foregoing methodsincludes detecting the amount of meltable contaminants using acapacitive sensor.

A further non-limiting embodiment of any of the foregoing methodsincludes detecting the amount of meltable contaminants using conductiveink printed on a film within an extruded heater assembly.

In a further non-limiting embodiment of any of the foregoing methods theenvironmental condition comprises an amount of moisture.

A further non-limiting embodiment of any of the foregoing methodsincludes generating the thermal energy using conductive ink printed on afilm within an extruded heater assembly.

A wheel well heating method according to another exemplary aspect of thepresent disclosure includes generating thermal energy to heat a wheelwell area of a vehicle, and adjusting the generating in response to astate of charge of a power supply of the vehicle.

In a further non-limiting embodiment of the foregoing method, the powersupply is a traction battery of the vehicle.

In a further non-limiting embodiment of any of the foregoing methods,the generating occurs when the vehicle is moving.

In a further non-limiting embodiment of any of the foregoing methods,the adjusting is additionally in response to an amount of meltablecontaminants within the wheel well area.

A further non-limiting embodiment of any of the foregoing methodsincludes detecting the amount of meltable contaminants using acapacitive sensor.

A further non-limiting embodiment of any of the foregoing methodsincludes detecting the amount of meltable contaminants using conductiveink printed on a film within an extruded heater assembly.

In further non-limiting embodiment of any of the foregoing methods, theadjusting is additionally in response to a proximity of the vehicle to acharging station.

A further non-limiting embodiment of any of the foregoing methodsincludes generating the thermal energy using an extruded heaterassembly.

A further non-limiting embodiment of any of the foregoing methodsincludes generating the thermal energy using conductive ink printed on afilm of the extruded heater assembly.

In further non-limiting embodiment of any of the foregoing methods thevehicle is an electrified vehicle.

BRIEF DESCRIPTION OF THE FIGURES

The various features and advantages of the disclosed examples willbecome apparent to those skilled in the art from the detaileddescription. The figures that accompany the detailed description can bebriefly described as follows:

FIG. 1 illustrates an extruded heater assembly within a wheel well areaof a vehicle according to an exemplary embodiment.

FIG. 2 illustrates the close-up view of Area 2 in FIG. 1.

FIG. 3 illustrates a heating layer from the extruded heater assembly ofFIG. 1.

FIG. 4 illustrates an extrusion step in a process of forming theextruded heater assembly of FIG. 1.

FIG. 5 illustrates a trimming step in the process of forming theextruded heater assembly of FIG. 1.

FIG. 6 illustrates a thermoforming step in the process of forming theextruded heater assembly of FIG. 1.

FIG. 7 illustrates a perspective view of the extruded heater assemblyoperably connected to a power supply and a controller module.

FIG. 8 illustrates an electrified vehicle incorporating the extrudedheater assembly of FIG. 1 within a wheel well area of the electrifiedvehicle.

FIG. 9 illustrates the flow of a method of controlling the extrudedheater assembly to heat the wheel well area of the electrified vehicleof FIG. 8 according to an exemplary embodiment of the presentdisclosure.

FIG. 10 illustrates the flow of a method of controlling the extrudedheater assembly to heat the wheel well area of the electrified vehicleof FIG. 8 according to another exemplary embodiment of the presentdisclosure.

FIG. 11 illustrates the flow of a method of controlling the extrudedheater assembly to heat the wheel well area of the electrified vehicleof FIG. 8 according to still another exemplary embodiment.

DETAILED DESCRIPTION

This disclosure relates generally to heating a wheel well area of avehicle. The heating can prevent a buildup of ice, snow, and othercontaminants. An extruded heater assembly can be mounted within thewheel well area to provide the heating.

Referring to FIG. 1, a wheel well area 10 of a vehicle includes anextruded heater assembly 18 mounted to a vehicle body 22. The extrudedheater assembly 18 extends circumferentially about a portion of a wheel26 associated with the wheel well area 10. For purposes of thisdisclosure, the wheel well area 10 corresponds generally to the areabetween the wheel 26 and the vehicle body 22.

The extruded heater assembly 18 can be activated to generate thermalenergy T, which increases a temperature within the wheel well area 10 toinhibit ice, snow, and other meltable contaminants from building upwithin the wheel well area 10. If such contaminants have already builtup within the wheel well area 10, the extruded heater assembly 18 can beactivated to melt away the buildup. The thermal energy T causes themeltable contaminants to transition into droplets of fluid F, which flowaway from the wheel well area 10. Reducing, eliminating, or inhibiting abuildup of contaminants within the wheel well area 10 can help tomaintain adequate clearances between the wheel 26 and the vehicle body22 in the wheel well area 10.

With reference now to FIG. 2, the exemplary extruded heater assembly 18includes a backing 30, a heating layer 34, and a wear layer 38. Theheating layer 34 is sandwiched between the backing 30 and the wear layer38. The backing 30, the heating layer 34, and the wear layer 38 areextruded together to provide a singular extruded structure in the formof the extruded heater assembly 18.

An extruded structure, such as the extruded heater assembly 18, isstructurally distinguishable from an assembly that is not extruded, suchas, for example, an injection molded structure. That is, a person havingskill in this art could structurally differentiate an extruded structurefrom a non-extruded structure.

In the exemplary embodiment, the backing 30 is utilized to secure theextruded heater assembly 18 to the vehicle body 22. The wear layer 38 isexposed and faces outwardly away from the heating layer 34 and thebacking 30.

During operation, the heating layer 34 is activated to generate thermalenergy. The backing 30, in an exemplary non-limiting embodiment,includes an insulative layer 42 and a thermally conductive layer 46. Thethermally conductive layer 46 helps to distribute thermal energy fromthe heating layer 34 circumferentially about the area of the wheel wellarea 10. The insulative layer 42 drives thermal energy generated by theheating layer 34 toward the wheel well area 10. The backing 30, in someexamples, can provide an insulator for both electrical interference andsound.

Referring now to FIG. 3, the heating layer 34 includes a conductive ink50 printed on a film 54. The conductive ink 50, in an exemplaryembodiment, is a silver ink. The heating layer 34 generates thermalenergy by activating the conductive ink 50. A person having skill inthis art would understand how to print the conductive ink 50 on the film54.

In the exemplary embodiment, the conductive ink 50 includes a heatingportion 50A that can provide heat, and a capacitive portion 50B that canmeasure capacitance. During operation, the heating portion 50A can beused to generate thermal energy. The capacitive portion 50B can be partof a separate circuit that measures capacitance near the wheel well area10. Measurements of the capacitance can help to establish an amount ofice, snow, and contaminant buildup within the wheel well area 10. Thecapacitance can change in response to an amount of buildup within thewheel well area 10.

The film 54 is, in an exemplary embodiment, five millimeters or less inthickness. The conductive ink 50 is printed on a side of the filminterfacing with the thermally conductive layer 46. An opposing, secondside of the film 54, interfaces with the wear layer 38.

The film 54 is substantially a carrier for the conductive ink 50. Thefilm 54 holds a position of the conductive ink 50 during extrusion ofthe extruded heater assembly 18. The film 54 can be a thermoplasticmaterial, such as Polyether ether ketone (PEEK). An example of such amaterial is available under the tradename VICTREX® PEEK 90P.

The wear layer 38 is exposed and faces the wheel 26. The wear layer 38can help to protect the extruded heater assembly 18 from damage. Even ifthe wear layer 38 chips or cracks, the conductive ink 50 is notimmediately exposed due to the conductive ink 50 being positioned on aside of the film 54 opposite the wear layer 38.

Referring now to FIG. 4, a step in a process of forming the extrudedheater assembly 18 of FIG. 1 includes extruding the backing 30 and thewear layer 38 in a direction D through an extrusion die 60. Theinsulative layer 42 and the thermally conductive layer 46 can, in someexamples, extruded to be individually each less than 0.75 inches inthickness.

The heating layer 34 with the conductive ink 50 painted on the film 54is sandwiched between the backing 30 and the wear layer 38 during theextruding. A trimming step then cuts the backing 30, the wear layer 38,and the heating layer 34 into a desired length L as shown in FIG. 5.

Next, as shown in FIG. 6, the extruded structure is thermoformed about amold 64. The thermoforming generally establishes a contour within theextruded structure generally corresponding to a shape of the wheel wellarea 10.

The materials of the extruded heater assembly 18 can be selected tofacilitate extrusion and thermoforming.

For example, a material composition of the insulative layer 42 caninclude a modified recycled polymer of the polyester family, such asrecycled polyethylene terephthalate (PET) derived from recycled waterbottles and soda bottles. Recycled PET can be used due to, among otherthings, recycled PET having a relatively high melt point of 250 degreesCelsius, a heat deflection temperature of 115 degrees Celsius (whenunfilled), and a working temperature of 170 degrees Celsius. At leastthe working temperature of recycled PET is significantly higher thanpolyethylene, which is about 60 degrees Celsius, and polypropylene,which is about 90 degrees Celsius. The higher working temperature canfacilitate thermoforming.

Recycled PET, however, can be brittle can lack the elongation forthermoforming into the contour of the wheel well area 10. Accordingly,the PET can be modified to include additives.

In a non-limiting embodiment, a material composition of the insulativelayer includes 65 percent-by-weight recycled PET, 5 percent-by-weightterpolymer, 15 percent-by-weight compatibilizer, 5 percent-by-weightglass, and 10 percent-by-weight plasticizer.

The terpolymer can act as a toughener to improve the impact strength ofthe insulative layer 42. The terpolymer can be, for example, aterpolymer available under the tradename OTADER® AX8900, which is arandom terpolymer of ethylene, acrylic ester and glycidyl methacrylate.

The compatibilizer can facilitate flexibility and elongation of theinsulative layer 42. The compatibilizer can be a compatibilizeravailable under the tradename LOTRYL® 24 MA005, which is a randomcopolymer of Ethylene and Methyl Acrylate produced by high-pressureradicular polymerization process.

The glass can be hollow glass spheres, which can reduce both density andthermal transmission of the insulative layer 42.

The plasticizer can be dioctyl terephthalate (DOTP), which canfacilitate flexibility and toughness of the insulative layer 42.

As to the thermally conductive layer 46 of the backing 30, the materialcomposition can also, primarily, include recycled PET. In a specificnon-limiting embodiment, a material composition of the thermallyconductive layer includes 65 percent-by-weight recycled PET, 5percent-by-weight terpolymer, 15 percent-by-weight compatibilizer, 10percent-by-weight plasticizer, 3 percent-by-weight graphite, and 2percent-by-weight carbon.

The terpolymer can be a terpolymer available under the tradename OTADER®AX8900, which is a random terpolymer of ethylene, acrylic ester andglycidyl methacrylate. The terpolymer can act as a toughener to improvethe impact strength of the thermally conductive layer 46.

The compatibilizer can improve flexibility and elongation of thethermally conductive layer 46. The compatibilizer can be acompatibilizer available under the tradename LOTRYL® 24 MA005, which isa random copolymer of Ethylene and Methyl Acrylate produced byhigh-pressure radicular polymerization process.

The plasticizer can be dioctyl terephthalate (DOTP), which canfacilitate flexibility and toughness of the thermally conductive layer46.

The graphite can be an expanded graphite, which can facilitate heatconduction within the thermally conductive layer 46.

The carbon can comprise multi-wall carbon nanotubes, which canfacilitate heat conduction within the thermally conductive layer 46.

In another example, the insulative layer 42, the thermally conductivelayer 46, or both, can include woven polypropylene. Thermoplastic olefin(TPO) with a filler such as nanotubes, glass balls, or basalt couldinstead, or additionally, be used.

The wear layer 38 can include low energy, thermal conductive materials.The material material composition of the wear layer 38 can comprise athermoplastic, such as Polyaryletherketone (PAEK). An example of such amaterial is available under the tradename VICTREX® WG101. In someexamples, a surface of the wear layer 38 facing the wheel well area 10is relatively smooth to discourage a buildup of meltable contaminants.

With reference now to FIG. 7, the extruded heater assembly 18 isextruded such that a portion of the heating layer 34 projects laterallypast the backing 30 and the wear layer 38. Laterally is with referenceto the direction D of extrusion (see FIG. 4).

When installed within a vehicle, clips 70 can connect to the conductiveink portions 50A to electrically couple the conductive ink portions 50Ato a power supply 74, such as an accessory battery onboard the vehicle.The power supply 74 could instead be a traction battery, or a powersource that is external to the vehicle. A controller module 78 can beoperably connected to the power supply 74 to control activation of theconductive ink portions 50A.

The capacitive portions 50B can also be operably connected to thecontroller module 78 via clips 80. The capacitive measurements can passfrom the capacitive portions 50B to the controller module 78. Based onthese measurements, the controller module 78 can assess an amount ofbuildup within the wheel well area 10.

In some examples, the capacitive measurements can help the controllermodule 78 to identify particular contaminants (e.g., rain, snow, ice)within the wheel well area 10, as well an amount of the contaminants.

The controller module 78 can control the heating of the wheel well area10 using the extruded heater assembly 18 according to various methods.The controller module 78, in this exemplary embodiment, includes aprocessor 82 and a memory portion 86. The controller module 78 can be astand-alone controller or incorporated into a controller module such asan engine control unit (ECU) or powertrain control module (PCM).Although shown as a single hardware device, the controller module 78could include multiple controller modules in the form of multiplehardware devices, or multiple software controllers within one or morehardware devices. At least some portions of the controller module 78could, in some examples, be located remote from the vehicle.

The processor 82 can be programmed to execute a program stored in thememory portion 86. The processor 82 can be a custom made or commerciallyavailable processor, a central processing unit (CPU), an auxiliaryprocessor among several processors associated with the controller module78, a semiconductor based microprocessor (in the form of a microchip orchip set) or generally any device for executing software instructions.

The program can be stored in the memory portion 86 as software code. Thememory portion 86 can include any one or combination of volatile memoryelements (e.g., random access memory (RAM, such as DRAM, SRAM, SDRAM,VRAM, etc.)) and/or nonvolatile memory elements (e.g., ROM, hard drive,tape, CD-ROM, etc.). Moreover, the memory may incorporate electronic,magnetic, optical, and/or other types of storage media. Note that thecontroller module 78 can also have a distributed architecture, wherevarious components are situated remotely from one another, but thememory portion 86 can be accessed by the processor 82.

The program stored in the memory portion 86 can include one or moreadditional or separate programs, each of which includes an orderedlisting of executable instructions for implementing logical functionsassociated with controlling the extruded heater assembly 18.

With reference to FIG. 8, the wheel well area 10 in an exemplaryembodiment, is a wheel well area of an electrified vehicle 90 having atraction battery 94 and an electric machine 96. The example electrifiedvehicle 90 is a plug-in, all-electric vehicle.

Power from the traction battery 94 can be used to drive the electricmachine 96. When powered, the electric machine 96 can generate torque todrive the wheel 26. The traction battery 94 is a relatively high-voltagetraction battery pack.

Although depicted as an all-electric vehicle, it should be understoodthat the concepts described herein are not limited to all-electricvehicles and could extend to other types of electrified vehicles. Theelectrified vehicle 90 could be, for example, a hybrid electric vehicle,which can selectively drive the wheel 26 with torque provided by aninternal combustion engine instead of, or in addition to, the electricmachine. Other electrified vehicles could include, but not limited to,plug-in hybrid electric vehicles (PHEVs), battery electric vehicles(BEVs), and fuel cell vehicles. In still other examples, the electrifiedvehicle 90 could instead be a non-electric (i.e., conventional) vehicle.

The traction battery 94 can be recharged by, for example, electricallycoupling the traction battery 94 to an external power source, such as agrid source of power at a charging station 98 that is external to theelectrified vehicle 90. Charging the traction battery 94 could involveengaging a charge port of the electrified vehicle 90 with a charger ofthe charging station 98. Power can then flow from the charging station98, through the charger, to the traction battery 94.

The charging station 98 is a type of Electric Vehicle Supply Equipment(EVSE). Other types of EVSE could be used to charge the traction battery94 in other examples. For example, the external power source could be aroad enhanced with inductive charging capability. As the electrifiedvehicle 90 is driven over the road, the traction battery 94 can beinductively charged.

With reference to FIGS. 7-9, an exemplary control method 100 for theextruded heater assembly 18 when used in connection with the electrifiedvehicle 90 begins, in this example, at a step 110 when the electrifiedvehicle 90 is charging with power from charging station 98, which,again, is a power source that is external to the electrified vehicle 90.

At the step 110, the method 100 monitors an environmental condition,such as a temperature of the wheel well area 10. Other environmentalconditions could instead, or additionally, include a moisture level, abuildup of meltable contaminants within the wheel well area 10, or somecombination of these. Vehicle sensors or other sensors could be used todetect environmental conditions that are monitored in the step 110.

The environmental condition is assessed then by the controller module 78at a step 120. If the assessment indicates that heating the wheel wellarea 10 is desired, the method 100 moves to a step 130. If theassessment indicates that heat the wheel well area 10 is not desired,the method 100 continues to monitor the environmental condition.

The assessment at the step 120 can include a detected temperature beingat or below a threshold temperature. The threshold temperature could be,for example, 0 degrees Celsius. A temperature of the wheel well area 10at or below freezing can be a condition appropriate for meltablecontaminants to build up within the wheel well area 10.

At the step 130, the method 100 generates thermal energy from theextruded heater assembly 18 to heat the wheel well area 10. The powerfor the generating is drawn from the charging station 98. The extrudedheater assembly 18 is thus powered from a source that is external to thevehicle, such as a grid source of power that is used during charging.

Heating the wheel well area 10 can remove meltable contaminants, and caninhibit meltable contaminants from building up in the wheel well area 10when the electrified vehicle 90 is driven away after charging. Theheating essentially preheats the wheel well area 10 to discouragemeltable contaminants from building up within the wheel well area 10.

In exemplary method 100, the heating layer 34 of the extruded heaterassembly 18 is activated to heat the wheel well area 10. Other examplescould include other types of heaters.

With reference to FIGS. 7, 8, and 10, another exemplary control method200 for the extruded heater assembly 18 when used in connection with theelectrified vehicle 90 begins, in this example, at a step 210 when theelectrified vehicle 90 is not being charged by an external power source,such as the charging station 98. The step 210 could occur when theelectrified vehicle 90 is driven and moving, for example.

At the step 210, the method 200 assesses whether heating the wheel wellarea 10 is desired. The assessment in the step 210 could be based on anenvironmental condition. The assessment in the step 210 could instead,or additionally, be based on a command from a user, such as a driver ofthe electrified vehicle 90 commanding the heating to begin. Theassessment in the step 210 could instead, or additionally, be based aproximity of the electrified vehicle 90 to an external power source,such as the charging station 98, that can be used to recharge thetraction battery 94.

Example environmental conditions used during the assessment in the step210 could include an amount of meltable contaminants within the wheelwell area 10, which could be detected by a capacitive sensor like thecapacitive portion 50B of the conductive ink 50.

If the step 210 assesses that heating the wheel well area 10 is desired,the method 200 moves to a step 220 where the extruded heater assembly 18generates thermal energy to heat the wheel well area 10. The generatingis adjusted in response to a state of charge of a power supply of theelectrified vehicle 90, such as a state of charge of the tractionbattery 94.

The adjusting of the generating ensures that the power used to power theextruded heater assembly 18 will not cause the state of charge to fallbelow a threshold amount, such as an amount of power required to drivethe electrified vehicle to the charging station 98.

In the exemplary method 200, the heating layer 34 of the extruded heaterassembly 18 is activated to heat the wheel well area 10. Other examplescould include other types of heaters.

With reference to FIGS. 7, 8, and 11, another exemplary control method300 for the extruded heater assembly 18 when used in connection with theelectrified vehicle 90 begins, in this example, at a step 310

Next, at a detecting step 314, the method 100 detects whether or notmeltable contaminants are within the wheel well area 10. The detectingstep 314 can rely on temperature data received from one or moretemperature sensors on the vehicle or elsewhere. The temperature datacan be used by the controller module 78 to assess whether or not thetemperature of the wheel well area 10 is conducive to contaminants, likeice, building up within the wheel well area 10. For example, thecontroller module 78 can calculate that ice building up in the wheelwell area 10 is more likely if the wheel well area 10 has a temperaturethat is at or below 0 degrees Celsius, and less likely if the wheel wellarea 10 has a temperature that is above 0 degrees Celsius.

The detecting step 314 could additionally receive moisture data receivedfrom one or more moisture sensors on the vehicle or elsewhere, such as awindshield moisture sensor. The moisture data can be used by thecontroller module 78 to assess whether or not the moisture conditions ofare conducive to contaminants, like ice, building up within the wheelwell area 10. For example, the controller module 78 calculates that icebuilding up in the wheel well area 10 is more likely if the windshieldmoisture sensor detects significant moisture in the area of theelectrified vehicle 90.

The detecting step 314 could additionally receive capacitance data fromthe capacitive portion 50B of the conductive ink 50 of the heating layer34. In such an example, the capacitive portion 50B acts as a capacitivesensor. The capacitance data can be used by the controller module 78 toassess whether or not the contaminants, like ice, have built up withinthe wheel well area 10. The capacitance data can, in some examples,reveal an amount of contaminant build up, a type of the contaminant, orboth. For example, when liquid water is within the wheel well area 10due to rain, the capacitance data can be a signal that oscillates over arelatively wide range. The oscillations of the signal over therelatively wide range are interpreted by the controller module 78 as arain signal pattern. Thus, no heating to remove contaminants isrequired. If the capacitance data is instead a signal that is relativelystable, and a temperature in the wheel well area 10 is at or below 0degrees Celsius, the controller module 78 interprets the signal as anice pattern signal. Thus, heating to remove contaminants may be desired.

If, after the detecting step 314, no meltable contaminants are detectedwithin the wheel well area 10, the method moves back to the step 310.If, after the detecting step 314, meltable contaminants are detected,the method moves to a step 318 where the controller module 78 assesseswhether or not the electrified vehicle 90 is charging from an externalpower source outside the electrified vehicle 90, such as the chargingstation 98.

If the electrified vehicle 90 is charging, the method 300 moves to astep 322, which activates the heating layer 34 of the extruded heaterassembly 18 to heat the wheel well area 10. Since the electrifiedvehicle 90 is charging from the external power source, the power used bythe heating layer 34 can be drawn from the external power source ratherthan a power source within the electrified vehicle 90. In some examples,the heating layer 34 is activated to maximize an output of thermalenergy when the electrified vehicle 90 is charging from the externalpower source.

The thermal energy generated from the heating layer 34 then removesmeltable contaminants from the wheel well area 10, or inhibits meltablecontaminants from building up within the wheel well area 10.

The method 300 then ends at a step 326. The method 300 could move fromthe step 322 to the step 326 in response to expiration of a thresholdamount of time, data from the capacitive sensor indicating that nomeltable contaminants are within the wheel well area, completion of acharge of the traction battery, or some combination of these.

If, at the step 318, the method 300 detects that the electrified vehicle90 is not being charged from an external power source, the method movesto a step 330. At the step 330, the method 300 assesses a proximity ofthe electrified vehicle 90 to a charging station, such as the chargingstation 98.

If the electrified vehicle 90 is within a threshold distance, say fivemiles, from a charging station, the method 300 progresses to a step 334where the electrified vehicle 90 is moved to the nearby chargingstation. The movement of the electrified vehicle 90 to the nearbycharging station could be automatic if the electrified vehicle 90 is anautonomous, driverless vehicle. The movement of the electrified vehicle90 to the nearby charging station could be initiated by a driver of theelectrified vehicle 90 if the electrified vehicle 90 is a not anautonomous vehicle. In such an example, the method 300 could display amessage to the driver prompting the driver to move to the nearbycharging station to remove meltable contaminants from the wheel wellarea 10. After moving to the nearby charging station, the electrifiedvehicle 90 is charged and the method 300 moves to the step 318.

If the electrified vehicle 90 is not within the threshold distance froman external charging station, the method 300 progresses to a step 338where the controller module 78 activates the heating layer 34 to removemeltable contaminates, but controls the activation to conserve power.The step 338 takes steps to remove the meltable contaminants, but doesnot, in this exemplary embodiment, risk draining the traction battery 94such that the electrified vehicle 90 can no longer be driven.

The step 338 could involve applying powering the heating layer 34 withan amount of power P calculated according to a formula whereP=K*(D−D_(min)). In the exemplary formula, D represents an estimate of athickness of the meltable contaminants within the wheel well area 10.Measurements from the capacitive sensors can be used, for example, toestimate the thickness. D_(min) represents a minimum threshold for thethickness. The minimum thickness could be, for example, a thickness thatwill not cause the wheel 26 to contact the meltable contaminants duringdriving operations of the electrified vehicle 90. K represents a currentstate of charge of the traction battery 94, a time remaining on acurrent ride, a time available for charging at the conclusion of thecurrent ride, or some combination of these. Powering the heating layer34 in the step 338 can balance power distribution to the heating layer34 to provide thermal energy while ensuring that the traction battery 94maintains enough power to propel the electrified vehicle 90.

After the step 338, the method 100 ends at a step 342.

The method 300 can differentiate between the form of moisture (i.e.,differentiate rain from ice and snow) using capacitance measurements. Inresponse, the heating layer 34 of the extruded heater assembly 18 can beactivated when ice, snow, or both build up within the wheel well area10, and not every time the wheel well area 10 is exposed to moisture.This is particularly useful for the electrified vehicle 90 andautonomous vehicles, as range and power resources for such vehicles canbe constrained.

The method 300 prioritizes using the heating layer 34 of the extrudedheater assembly 18 to generate thermal energy when the electrifiedvehicle 90 is charging from the external power source. During suchcharging, power from the external power source can be used to power theheating layer 34. Thus, a state of charge of the traction battery 94 isnot lowered due to powering the heating layer 34.

The method 100 can using the heating layer 34 of the extruded heaterassembly 18 to generate thermal energy and warm the wheel well area 10even when no buildup of meltable contaminants is detected. Warming thewheel well area 10 in this way is particularly appropriate whenconditions, such as temperature and moisture content, are conducive toice and snow building up within the wheel well area 10.

Thermal energy from the warming can then remain in the extruded heaterassembly 18, particularly within the insulative layer 42 of the backing30 after the electrified vehicle 90 has stopped charging and driven awayfrom the external power source. The thermal energy stored within theextruded heater assembly 18 can inhibit meltable contaminates frombuilding up within the wheel well area 10.

When electrified vehicle 90 is driving with no charging available, themethod 300 can activate the heating layer 34 of the extruded heaterassembly 18 while taking into account various parameters to avoiddraining a charge of the traction battery 94 below a desired level.Example parameters factored in to the activation of the heating layer 34during driving can include an estimated thickness of a buildup withinthe wheel well area 10, a speed of the electrified vehicle 90, adetected temperature of the wheel well area 10, availability of charging(and time to do so) before next ride. Taking at least some of theseparameters into account when activating the heating layer 34 can help tooptimize a trade-off between avoiding a buildup of meltable contaminantswhile maintaining sufficient power levels within the traction battery 94to power the electrified vehicle 90.

Features of the disclosed examples include a heater assembly for a wheelwell area of a vehicle that can be extruded and, optionally,thermoformed. Materials of the heater assembly are selected tofacilitate extrusion and thermoforming. The vehicle can be aconventional vehicle, or an electrified vehicle. The vehicle can be anautonomous vehicle.

The preceding description is exemplary rather than limiting in nature.Variations and modifications to the disclosed examples may becomeapparent to those skilled in the art that do not necessarily depart fromthe essence of this disclosure. Thus, the scope of legal protectiongiven to this disclosure can only be determined by studying thefollowing claims.

What is claimed is:
 1. A wheel well heating method, comprising: inresponse to an environmental condition, generating thermal energy toheat a wheel well area of a vehicle; and powering the generating withpower from a power source that is external to the vehicle.
 2. The wheelwell heating method of claim 1, wherein the vehicle is an electrifiedvehicle.
 3. The wheel well heating method of claim 2, further comprisingcharging the electrified vehicle with power from the power source duringthe powering.
 4. The wheel well heating method of claim 1, wherein theenvironmental condition comprises a temperature.
 5. The wheel wellheating method of claim 4, further comprising generating in response tothe temperature being at or below a threshold temperature.
 6. The wheelwell heating method of claim 1, wherein the environmental conditioncomprises an amount of meltable contaminants within the wheel well area.7. The wheel well heating method of claim 6, further comprisingdetecting the amount of meltable contaminants using a capacitive sensor.8. The wheel well heating method of claim 6, further comprisingdetecting the amount of meltable contaminants using conductive inkprinted on a film within an extruded heater assembly.
 9. The wheel wellheating method of claim 1, wherein the environmental condition comprisesan amount of moisture.
 10. The wheel well heating method of claim 1,further comprising generating the thermal energy using conductive inkprinted on a film within an extruded heater assembly.
 11. A wheel wellheating method, comprising: generating thermal energy to heat a wheelwell area of a vehicle; and adjusting the generating in response to astate of charge of a power supply of the vehicle.
 12. The wheel wellheating method of claim 11, wherein the power supply is a tractionbattery of the vehicle.
 13. The wheel well heating method of claim 11,wherein the generating occurs when the vehicle is moving.
 14. The wheelwell heating method of claim 11, wherein the adjusting is additionallyin response to an amount of meltable contaminants within the wheel wellarea.
 15. The wheel well heating method of claim 14, further comprisingdetecting the amount of meltable contaminants using a capacitive sensor.16. The wheel well heating method of claim 14, further comprisingdetecting the amount of meltable contaminants using conductive inkprinted on a film within an extruded heater assembly.
 17. The wheel wellheating method of claim 11, wherein the adjusting is additionally inresponse to a proximity of the vehicle to a charging station.
 18. Thewheel well heating method of claim 11, generating the thermal energyusing an extruded heater assembly.
 19. The wheel well heating method ofclaim 18, generating the thermal energy using conductive ink printed ona film of the extruded heater assembly.
 20. The wheel well heatingmethod of claim 11, wherein the vehicle is an electrified vehicle.